Engine System - General Information: Diagnosis Ford Mustang V рестайлинг 2

Inspection and Verification - Engine Performance

1. Verify the customer concern by operating the engine to duplicate the condition.
2. Visually inspect for obvious signs of mechanical damage. Refer to the following chart. VISUAL INSPECTION CHART Mechanical Engine coolant leaks Engine oil leaks Fuel leaks Damaged or severely worn parts Loose mounting bolts, studs and nuts
3. If the inspection reveals obvious concerns that can be readily identified, repair as necessary.
4. NOTE: Make sure to use the latest scan tool software release. If the cause is not visually evident, connect the scan tool to the Data Link Connector (DLC).
5. NOTE: The Vehicle Communication Module (VCM) LED prove out confirms power and ground from the DLC are provided to the VCM. If the scan tool does not communicate with the VCM: check the VCM connection to the vehicle. check the scan tool connection to the VCM. refer to «MODULE COMMUNICATIONS NETWORK»(ref-574111) , No Power To The Scan Tool, to diagnose no power to the scan tool.
6. If the scan tool does not communicate with the vehicle: verify the ignition key is in the ON position. verify the scan tool operation with a known good vehicle. refer to «MODULE COMMUNICATIONS NETWORK»(ref-574111) to diagnose no response from the PCM.
7. Carry out the network test. If the scan tool responds with no communication for one or more modules, refer to «MODULE COMMUNICATIONS NETWORK»(ref-574111) . If the network test passes, retrieve and record Continuous Memory Diagnostic Trouble Codes (CMDTCs).
8. Clear the CMDTCs and carry out the self-test diagnostics for the PCM.
9. If the DTCs retrieved are related to the concern, refer to «MULTIFUNCTION ELECTRONIC MODULES»(ref-574135) .
10. If no DTCs related to the concern are retrieved, GO to «SYMPTOM CHART - ENGINE PERFORMANCE»(ref-574124-S07656188382013082300000) .

Inspection and Verification - Engine NVH

1. Engine NVH symptoms should be identified using the diagnostic tools and techniques that are available. For a list of these techniques, tools, an explanation of their uses and a glossary of common terms, refer to «NOISE, VIBRATION & HARSHNESS»(ref-574120) .
2. Verify the customer concern by operating the engine to duplicate the condition.
3. Inspect the engine for installation of an aftermarket oil filter. Review oil and filter maintenance history to make sure that the vehicle has not gone beyond the standard Ford recommended oil change interval.
4. Check the engine oil level and check the oil for contamination. Low engine oil level or contaminated oil are common causes of engine noise. If the oil is contaminated, the source of the contamination must be identified and repaired as necessary.
5. Visually inspect for obvious signs of mechanical damage. Refer to the following chart. VISUAL INSPECTION CHART Mechanical Loose mounting bolts, studs and nuts Damaged or leaking powertrain mounts Damaged or disconnected vacuum hoses Damaged or disconnected air intake components Obstruction of cooling fan Obstruction of Front End Accessory Drive (FEAD) Obstruction of Rear End Accessory Drive (READ), if equipped
6. If the inspection reveals obvious concerns that can be readily identified, repair as necessary.
7. NOTE: Make sure to use the latest scan tool software release. If the cause is not visually evident, connect the scan tool to the Data Link Connector (DLC).
8. NOTE: The Vehicle Communication Module (VCM) LED prove out confirms power and ground from the DLC are provided to the VCM. If the scan tool does not communicate with the VCM: check the VCM connection to the vehicle. check the scan tool connection to the VCM. refer to «MODULE COMMUNICATIONS NETWORK»(ref-574111) , No Power To The Scan Tool, to diagnose no power to the scan tool.
9. If the scan tool does not communicate with the vehicle: verify the ignition key is in the ON position. verify the scan tool operation with a known good vehicle. refer to «MODULE COMMUNICATIONS NETWORK»(ref-574111) to diagnose no response from the PCM.
10. Carry out the network test. If the scan tool responds with no communication for one or more modules, refer to «MODULE COMMUNICATIONS NETWORK»(ref-574111) . If the network test passes, retrieve and record CMDTCs.
11. Clear the CMDTCs and carry out the self-test diagnostics for the PCM.
12. If the DTCs retrieved are related to the concern, refer to «MULTIFUNCTION ELECTRONIC MODULES»(ref-574135) .
13. If no DTCs related to the concern are retrieved, continue the inspection and verification if a noise concern is related to the engine. For vibration concerns and noise concerns such as powertrain mounts, air intake system and starter GO to «SYMPTOM CHART - ENGINE NVH»(ref-574124-S19245011242013082300000) . In some cases, a noise may be a normal characteristic of that engine type. In other cases the noise may require further investigation. Comparing the noise to a similar year/model vehicle equipped with the same engine will aid in determining if the noise is normal or abnormal. Once a customer concern has been identified as an abnormal engine noise, it is critical to determine the location of the specific noise. Use the EngineEAR/ChassisEAR or stethoscope (the noise will always be louder closer to the noise source) to isolate the location of the noise to one of the following areas. Upper end of engine Lower end of engine Front of engine Rear of engine Upper end engine noise Common sources of upper end engine noise (ticking, knocking or rattle) include the fuel injectors, camshaft phaser sprocket(s), camshaft(s) and valve train. Upper end engine noise can be determined using the EngineEAR/ChassisEAR or stethoscope on the valve cover bolts. If the noise is loudest from the valve cover bolts, then the noise is upper end. The EngineEAR/ChassisEAR or stethoscope can be used to further isolate the noise to the specific cylinder bank and cylinder. Removal of the valve covers will be required to pinpoint the source of the noise. Fuel Injector Noise A common source of an engine ticking noise can be related to the fuel injector(s). This is normal engine noise that can be verified by listening to another vehicle. If the injector noise is excessive or irregular, use the EngineEAR/ChassisEAR or stethoscope to isolate the noise to a specific fuel injector. Valve Train Lash adjusters can make an engine ticking or tapping noise noticeable at any engine rpm or temperature and is audible through the wheel well or an open hood. However, with the hood down, lash adjuster noise can be heard as a light tapping noise through the wheel well and is considered normal. The EngineEAR/ChassisEAR or stethoscope can be used to further isolate the noise to the specific cylinder bank and cylinder, some disassembly of the engine may be required to inspect for damage or wear. Lower end engine noise A common source of lower end engine noise (ticking or knocking) include the crankshaft, connecting rod(s) and bearings. Lower end noises can be determined by using the oil pan or cylinder block lug bosses. If the noise is loudest from these areas then the noise is lower end. If an engine noise is isolated to the lower end, some disassembly of the engine may be required to inspect for damage or wear. Front of engine noise A common source of noise from the front of the engine (squeal, chirp, whine or hoot) is the Front End Accessory Drive (FEAD) components. To isolate FEAD noise, carry out the Engine Accessory Test, refer to «NOISE, VIBRATION & HARSHNESS»(ref-574120) . Some other noises from the front of the engine (ticking, tapping or rattle) may be internal to the engine. Use the EngineEAR/ChassisEAR or stethoscope on the engine front cover to determine if the noise is internal to the engine. Removal of the engine front cover may be necessary to inspect internal engine components. Rear of engine noise A common source of noise from the rear of the engine (knocking) is the flywheel/flexplate. Inspection of the flywheel/flexplate will be necessary.
14. After the noise is localized, note the characteristics of the noise, including type of noise, frequency and conditions when the noise occurs and GO to «SYMPTOM CHART - ENGINE NVH»(ref-574124-S19245011242013082300000) .

Symptom Chart - Engine Performance

SYMPTOM CHART - ENGINE PERFORMANCE

Symptom Chart - Engine NVH

Note. NVH symptoms should be identified using the diagnostic tools that are available. For a list of these tools, an explanation of their uses and a glossary of common terms, refer to NOISE, VIBRATION & HARSHNESS . Since it is possible that any one of multiple systems may be the cause of the symptom, it may be necessary to use a process of elimination type of diagnostic approach to pinpoint the responsible system. If this is not the causal system for the symptom, refer back to NOISE, VIBRATION & HARSHNESS for the next likely system and continue diagnosis.

SYMPTOM CHART - ENGINE NVH

PINPOINT TEST A: LOW OIL PRESSURE

1. A1 CHECK THE CRANKSHAFT END PLAY Check the crankshaft end play. Refer to «CRANKSHAFT END PLAY»(ref-574124-S02473185492013082300000) . Is the crankshaft end play within specification? Yes : GO to A2. No : REPAIR as necessary. Refer to the appropriate Engine article for the procedure.
2. A2 VERIFY THE CAMSHAFT BEARING CAPS ARE NOT DAMAGED AND TIGHT Check that the camshaft bearing caps are not damaged and the bolts are properly tightened. Refer to the Specification chart in the appropriate Engine article. Are the camshaft bearing caps loose or damaged? Yes : REPAIR as necessary. Refer to the appropriate Engine article for the procedure. No : GO to A3.
3. A3 CHECK CAMSHAFT JOURNAL-TO-BEARING CLEARANCE Check the camshaft journal-to-bearing clearance. Refer to the Specification chart in the appropriate Engine article. Is camshaft journal-to-bearing clearance within specification? Yes : GO to A4. No : REPAIR as necessary. Refer to the appropriate Engine article for the procedure.
4. A4 CHECK FOR RESTRICTED OIL FLOW Verify the oil supply and return passages are not plugged and clean of debris. Refer to the oil flow chart in the appropriate Engine article. Is oil flow restricted? Yes : REPAIR as necessary. Refer to the appropriate Engine article for the procedure. No : GO to A5.
5. A5 CHECK THE TIMING CHAIN TENSIONERS FOR DAMAGE AND VERIFY THE BOLTS ARE TIGHT Check that the timing chain tensioners are not damaged or the bolts are loose. Refer to the Specification chart in the appropriate Engine article. Are the timing chain tensioners damaged or bolts loose? Yes : REPAIR as necessary. Refer to the appropriate Engine article for the procedure. No : GO to A6.
6. A6 CHECK THE OIL PUMP PICKUP TUBE AND SCREEN FOR DAMAGE Check that the oil pump pickup tube and screen is not plugged, cracked or that the bolts are loose. Refer to the Specification chart in the appropriate Engine article. Is the oil pump screen and pickup tube damaged or loose? Yes : REPAIR as necessary. Refer to the appropriate Engine article for the procedure. No : GO to A7.
7. A7 CHECK THE OIL PUMP FOR DAMAGE Verify the oil pump is not damaged. Is oil pump damaged? Yes : REPAIR as necessary. Refer to the appropriate Engine article for the procedure. No : GO to A8.
8. A8 CHECK CRANKSHAFT MAIN BEARING JOURNAL-TO-BEARING CLEARANCE Check the crankshaft main bearing journal-to-bearing clearance. Refer to the Specification chart in the appropriate Engine article. Is crankshaft main bearing journal-to-bearing clearance within specification? Yes : GO to A9. No : REPAIR as necessary. Refer to the appropriate Engine article for the procedure.
9. A9 CHECK CONNECTING ROD BEARING JOURNAL-TO-BEARING CLEARANCE Check the connecting rod bearing journal-to-bearing clearance. Refer to the Specification chart in the appropriate Engine article. Is connecting rod bearing journal-to-bearing clearance within specification? Yes : The concern may have been caused by debris or an incorrect assembly. REPEAT the oil pressure test. No : REPAIR as necessary. Refer to the appropriate Engine article for the procedure.

Compression Test - Compression Gauge Check

1. Make sure the oil in the crankcase is of the correct viscosity and at the correct level and that the battery is correctly charged. Operate the vehicle until the engine is at normal operating temperature. Turn the ignition switch to the OFF position, then remove all the spark plugs.
2. Set the throttle plates in the wide-open position.
3. Install a compression gauge in the No. 1 cylinder.
4. Install an auxiliary starter switch in the starting circuit. With the ignition switch in the OFF position, and using the auxiliary starter switch, crank the engine a minimum of 5 compression strokes and record the highest reading. Note the approximate number of compression strokes required to obtain the highest reading.
5. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.

Compression Test - Test Results

The indicated compression pressures are considered within specification if the lowest reading cylinder is at least 75% of the highest reading. Refer to the COMPRESSION PRESSURE LIMIT CHART .

Scheme 8

If one or more cylinders reads low, squirt approximately one tablespoon of engine oil on top of the pistons in the low-reading cylinders. Repeat the compression pressure check on these cylinders.

Compression Test - Interpreting Compression Readings

1. If compression improves considerably, piston rings are faulty.
2. If compression does not improve, valves are sticking or seating incorrectly.
3. If 2 adjacent cylinders indicate low compression pressures and squirting oil on each piston does not increase compression, the head gasket may be leaking between cylinders. Engine oil or coolant in cylinders could result from this condition. Use the Compression Pressure Limit Chart when checking cylinder compression so that the lowest reading is within 75% of the highest reading.

Oil Consumption Test

Once all of the previous conditions are met, carry out an oil consumption test.

Intake Manifold Vacuum Test

Bring the engine to normal operating temperature. Connect the Vacuum/Pressure Tester to the intake manifold. Run the engine at the specified idle speed.

The vacuum gauge should read between 51-74 kPa (15-22 in-Hg) depending upon the engine condition and the altitude at which the test is performed. Subtract 4.0193 kPa (1 in-Hg) from the specified reading for every 304.8 m (1, 000 ft) of elevation above sea level.

The reading should be steady. If necessary, adjust the gauge damper control (where used) if the needle is fluttering rapidly. Adjust the damper until the needle moves easily without excessive flutter.

Intake Manifold Vacuum Test - Interpreting Vacuum Gauge Readings

A careful study of the vacuum gauge reading while the engine is idling will help pinpoint trouble areas. Always conduct other appropriate tests before arriving at a final diagnostic decision. Vacuum gauge readings, although helpful, must be interpreted carefully.

Most vacuum gauges have a normal band indicated on the gauge face.

The following are potential gauge readings. Some are normal; others should be investigated further.

Scheme 9

1. NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady.
2. NORMAL READING DURING RAPID ACCELERATION AND DECELERATION: When the engine is rapidly accelerated (dotted needle), the needle will drop to a low reading (not to zero). When the throttle is suddenly released, the needle will snap back up to a higher than normal figure.
3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH LARGE OVERLAP: The needle will register as low as 51 kPa (15 in-Hg), but will be relatively steady. Some oscillation is normal.
4. WORN RINGS OR DILUTED OIL: When the engine is accelerated (dotted needle), the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
5. STICKING VALVES: When the needle (dotted) remains steady at a normal vacuum, but occasionally flicks (sharp, fast movement) down and back about 13 kPa (4 in-Hg), one or more valves may be sticking.
6. BURNED OR WARPED VALVES: A regular, evenly-spaced, downscale flicking of the needle indicates one or more burned or warped valves. Insufficient hydraulic lash adjuster or hydraulic lash adjuster clearance will also cause this reaction.
7. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating.
8. WORN VALVE GUIDES: When the needle oscillates over about a 13 kPa (4 in-Hg) range at idle speed, the valve guides could be worn. As engine speed increases, the needle will become steady if guides are responsible.
9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine rpm is increased, weak valve springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
11. IGNITION TIMING RETARDING: Retarded ignition timing will produce a steady, but somewhat low, reading.
12. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.
14. BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head-to-cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the engine rpm is increased, the back pressure caused by a clogged muffler, kinked tail pipe or other concerns will cause the needle to slowly drop to 0 kPa (0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause the needle to drop to a low point even if the engine is only idling.
16. When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel mixture and cause concerns such as rough idle, missing on acceleration or burned valves. If the leak exists in an accessory unit such as the power brake booster, the unit will not function correctly. Always fix vacuum leaks.

Oil Pressure Test

Note. Inspect the engine for installation of an aftermarket oil filter. Review oil and filter maintenance history to make sure that the vehicle has not gone beyond the standard Ford recommended oil change intervals. Check the engine oil level and check the oil for contamination. If the oil is contaminated, engine damage can occur. The source of the contamination must be identified and repaired as necessary.

1. Disconnect and remove the Engine Oil Pressure (EOP) switch from the engine. Refer to the appropriate Engine article for the procedure.
2. Connect the Oil Pressure Gauge to the oil pressure port.
3. Run the engine until normal operating temperature is reached.
4. With the engine at idle record the gauge reading.
5. Run the engine at 2, 000 rpm and record the gauge reading.
6. The oil pressure should be within specifications; refer to the specifications in the appropriate Engine article.
7. If the pressure is not within specification, GO to «PINPOINT TEST A»(ref-574124-S33343587922013082300000) .

Piston Inspection

SPECIAL TOOLS Scraper, Piston Ring Groove 303-D033 (D81L-6002-D) or equivalent

Scheme 10

Note. Do not use a caustic cleaning solution or a wire brush to clean the pistons or damage can occur.

Scheme 11

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1. Clean and inspect the (1) ring lands, (2) skirts, (3) pin bosses and the (4) tops of the pistons. If wear marks, scores or glazing is found on the piston skirt, check for a bent or twisted connecting rod.
2. Use the Piston Ring Groove Scraper to clean the piston ring grooves. Make sure the oil ring holes are clean.

Exhaust Manifold Cleaning and Inspection

SPECIAL TOOLS Feeler Gauge Set 303-D027 (D81L-4201-A) or equivalent

Scheme 13

1. Clean the exhaust manifold using a suitable solvent. Use a plastic scraping tool to clean the gasket sealing surfaces.
2. NOTE: New exhaust manifold gaskets, studs, nuts and/or bolts must be installed when an exhaust manifold is serviced. NOTE: Use a Straightedge that is calibrated by the manufacturer to be flat within 0.005 mm (0.0002 in) per running foot of length, such as Snap-On® GA438A or equivalent. For example, if the Straightedge is 61 cm (24 in) long, the machined edge must be flat within 0.010 mm (0.0004 in) from end to end. Using the Straightedge and a Feeler Gauge Set, check the exhaust manifold sealing surface for warpage. If the warpage is greater than 0.76 mm (0.0299 in), install a new exhaust manifold.

Scheme 14

1. Inspect bearings for the following defects: Cratering - fatigue failure Spot polishing - incorrect seating Imbedded dirty engine oil Scratching - dirty engine oil Base exposed - poor lubrication Both edges worn - journal damaged One edge worn - journal tapered or bearing not seated

Scheme 15

1. Inspect the flexplate for: any cracks. worn ring gear teeth. chipped or cracked ring gear teeth.

Flywheel Inspection - 3.7L

SPECIAL TOOLS Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent Holding Tool, Flywheel 303-103 (T74P-6375-A)

Scheme 16

Note. Do not clean the dual mass flywheel with any kind of fluid, use a dry cloth only or damage to the dual mass flywheel may occur.

Note. Do not clean the gap between the primary and secondary mass. Only clean the bolt connection surface and the clutch surface or damage to the flywheel may occur.

Note. The dual mass flywheel normally has up to a total of 14 degrees (6.5 ring gear teeth) maximum rotational freeplay between the primary (bolted to crankshaft) and the secondary mass (clutch disc face).

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1. Check the transmission fluid level and fill to the correct level as necessary.
2. With the engine operating at idle and the transmission in NEUTRAL, listen and check for unacceptable noise. Determine if any unacceptable noise is reduced when the clutch pedal is depressed.
3. If unacceptable noise is identified, remove the transmission. For additional information, refer to «MANUAL TRANSAXLE/TRANSMISSION - MT82 GETRAG 6-SPEED»(ref-574116) .
4. Inspect the clutch slave cylinder for leaks. If a leak is identified, install a new clutch slave cylinder. For additional information, refer to «CLUTCH CONTROLS»(ref-574168) .
5. Inspect the sliding surfaces of the clutch release hub and bearing. Any scoring or burr should be removed with a fine grade of emery paper.
6. Inspect the transmission input shaft for spline wear, scoring or burrs. Any scoring or burr should be removed with a fine grade of emery paper. If spline wear is identified, install a new transmission. For additional information, refer to «MANUAL TRANSAXLE/TRANSMISSION - MT82 GETRAG 6-SPEED»(ref-574116) .
7. NOTE: The clutch disc should be discarded due to possible hub spline wear or friction material wear. Remove the clutch disc and pressure plate. For additional information, refer to «CLUTCH»(ref-574169) . Discard the clutch disc.
8. Inspect the clutch pressure plate and diaphragm spring segments and discard as necessary. Inspect the clutch pressure plate for scoring, cracks or discoloration. Any minor scoring or discoloration should be removed with a fine grade of emery cloth. Inspect the clutch diaphragm spring segments for damage, uneven height, scoring, cracks or discoloration. Any minor scoring or discoloration should be removed with a fine grade of emery cloth.
9. NOTE: The flywheel cannot be machined. With the dual mass flywheel installed on the engine, inspect the dual mass flywheel surface for scoring, cracks, discoloration or damage. If any of these conditions exist, install a new flywheel.
10. Inspect the dual mass flywheel friction control plate plastic piece between the primary and secondary mass for damage or melting and install a new dual mass flywheel if necessary.
11. NOTE: The dual mass flywheel rotational freeplay inspection cannot be carried out if the friction control plate is damaged. With the dual mass flywheel installed on the engine, inspect the dual mass flywheel rotational freeplay using the following Steps 12 through 15 .
12. Rotate the secondary mass counterclockwise and place a reference mark on the primary and secondary mass of the dual mass flywheel.
13. Using light hand pressure, rotate the secondary mass clockwise to the end of the freeplay. Place a 2nd reference mark on the primary mass of the dual mass flywheel, in line with the reference mark on the secondary mass.
14. Measure the rotational freeplay XX between the 2 reference marks on the primary mass of the dual mass flywheel. If the total rotational freeplay exceeds 14 degrees (6.5 ring gear teeth), install a new dual mass flywheel.
15. With the dual mass flywheel installed on the engine, inspect the dual mass flywheel internal spring operation using the following Steps 17 through 19 .
16. Install the Flywheel Holding Tool.
17. Using a suitable long screwdriver or bar, firmly rotate the secondary mass clockwise. The secondary mass should begin to engage the internal spring past the freeplay movement of 14 degrees (6.5 ring gear teeth) maximum. The secondary mass should continue to rotate and engage the internal spring with increasing spring pressure. If the secondary mass does not rotate, install a new dual mass flywheel.
18. Using a suitable long screwdriver or bar, firmly rotate the secondary mass counterclockwise. The secondary mass should begin to engage the internal spring past the freeplay movement of 14 degrees (6.5 ring gear teeth) maximum. The secondary mass should continue to rotate and engage the internal spring with increasing spring pressure. If the secondary mass does not rotate, install a new dual mass flywheel.
19. Inspect the dual mass flywheel when removed from the engine and placed on a bench, using the following Steps 21 and 23 .
20. NOTE: Blocks must be placed under the dual mass flywheel to make sure it is level and stable. Remove the bolts and the dual mass flywheel and place it on a firm and level surface. Discard the dual mass flywheel retaining bolts and remove the Flywheel Holding Tool.
21. Using the Dial Indicator Gauge with Holding Fixture, inspect the dual mass flywheel hub bush for wear and install new as necessary. Place a dial indicator gauge at a point on the outer upper surface of the secondary mass. Using light hand pressure, press downward at the opposite point on the outer upper surface of the secondary mass and note the deflection on the dial indicator gauge. Repeat this measurement at 45 degree intervals around the dual mass flywheel and note any deflection. Some axial movement of the secondary mass flywheel is normal, if the deflection exceeds 1.1 mm (0.043 in) at any point, install a new dual mass flywheel.
22. Inspect the dual mass flywheel crankshaft mounting flange for residual thread locking compound or rust and clean as necessary.
23. Inspect the rear face of the engine block. Make sure that the 2 engine dowel pins are correctly installed and are not damaged, install new dowel pins as necessary. Inspect the engine block rear spacer plate for damage or warping and install new plate as necessary. Inspect the crankshaft flange for residual thread locking compound or rust, and clean as necessary.
24. Inspect the transmission mounting face. Make sure that the 2 dowel pin holes are not elongated or damaged.
25. NOTE: Install new dual mass flywheel retaining bolts. Install the dual mass flywheel and 8 new bolts finger tight.
26. Install the Flywheel Holding Tool.
27. Tighten the dual mass flywheel retaining bolts in the sequence shown in illustration to 80 Nm (59 lb-ft). Remove the Flywheel Holding Tool.
28. NOTE: A new clutch disc should be installed due to possible hub spline wear or friction material wear. Install the clutch disc and pressure plate. For additional information, refer to «CLUTCH»(ref-574169) .
29. Install the transmission. For additional information, refer to «MANUAL TRANSAXLE/TRANSMISSION - MT82 GETRAG 6-SPEED»(ref-574116) .

Scheme 30

1. NOTE: The flywheel cannot be resurfaced, it must be replaced. Inspect the flywheel for: any cracks. worn ring gear teeth. chipped or cracked ring gear teeth. scratches, nicks and discoloration.